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(No Model.) 3 Sl 1eefsSheet 1. W. YOUMANS.

GAR TRUCK No. 383,164. Patented May 22, 1888.

IIVVEIVTOH pg L m WITNESSES M ATTORNEY,

N FETER5, PMta-Ulhognphnr, Wuhington. n. c.

(No Model.) 3 Sheets-Sheet 2.

W. YOUMANS. I

GAR TRUCK.

No. 388,164. Patented May 22, 1888..

WITNESSES: HVVEIVTOH' OW; @WWMM- BY A ro/MU,

(No Model.) 3 SheetsShee-t 3.

W. YOUMANS. GAR TRUCK.

No. 383,164. Patented May 22, 1888.

A TTOR/VEY,

u, PETERS, Phwllrllihographar, Wnhington, n z;

lJNrrE .A'rniwr FFfCEo WALTER YOUMANS, on NEW YORK, E. Y, ASSIGNOR, BYMESNE ASSIGN- MENTs ro JOHN w. EMERSON, on SAME PLACE.

CAR-TRUCK.

SIPECIPICATION forming part of Letters Patent No. 383,164, dated 22,1888.

Application filed June 29, 15285.

To aZZ whom it may concern.-

Be it known that I, WALTER YOUMANS, a citizen of the United States, anda resident of New York, in the county and State of New York, haveinvented a new and useful ImprovementinUarTrucks, of which the followingis a specification.

This invention relates to that class of car trucks in which provision ismade for mainio taining the axles in the position radial to the curvesaround which the truck may be caused to pass.

My said invention comprises certain novel combinations of parts, wherebythe bearing of I 5 the car bod y upon the truck is greatly increased inorder to insure much greater stability to the ponderous mass whilemoving than has hitherto been attained with railway-cars; also, wherebythe movements of the axles are read ily controlled to bring them intothe radial po sitions just hereinbefore indicated; also, where bythejarring of the car-body and the impact of the wheels upon the railsare ameliorated in a very great degree and a steady motion given to thesaid body; also, whereby the elastic action between the trucks and thecar-body is rendered much more sensitive in proportion to theirpermanence and power of resistance than has been obtainable by the useof springs arranged in-anyordinarymanner; also,whercby springs areapplied in such manner as to give efficient support to the body of thecar without interfering with the strength and effective working of thetrucks; also, whereby the rearportion or section of each truck isstrongly and firmly connected with the front portion or section thereofwithout interfering with the flexibility of the two parts of the truckwith reference to each other.

Figure 1 is a side View or elevation of an apparatus constructedaccording to my said invention. Fig. 2 is an end view thereof. Fig. 3 isa plan view as the same app ears when the car-body is removed from thetrucks. Fig. 4 is a detail section showing one of the end springs of thecarnxle as taken on the line .e z of Fig. 2. Fig. 5 is a plan view,substantially on the same scale as Figs. 1, 2, 850., of the lowerportion of the truck-that is to say, of the truck with its upper partremoved. Fig.

Serial No. 170,073. (No model.)

6 is an inverted plan view of the car-body con-- structed for use inconnection with other por tions of my said invention. Fig. 7 is a planview corresponding to Fig. 3, showing a modi fication of theconstruction, in which the reach 5 5 is replaced by two crossbarsuniting the top frame. Fig. 8 is a side elcvationeorresponding to Fig.7. Fig. 9 is asectional detail view of the king-bolt block and the barsof the top frame on which it slides, the section being taken on the linema: of Figs. 2 and 3. Fi 10 is a similar section on y y of Figs. 1 and9.

Referring first to Fig. 5, A are axles corresponding to those of anordinary truck, and each provided with the two wheels B. O are 6 what 1term base-frames, the central portions ofwhich are situated above theaxles and are parallel therewith, but the end portions of which areexpanded, with large openings a, through which the wheels B extendupward, so that whatever be the size of the wheel the frame 0 can alwaysbe placed immediately above the axle. The outer end, d, of each of thebaseframes O is provided with boxes A, in which the ends of the axles Awork in the 7 usual manner. Crossed or intersecting bars D have theirends attached to the baseframe 0 near the ends thereof, and from thecenter of one of the said frames to the center of the other frameextends a reach, E, the ends of which are pivoted to the saidbase-frame, as shown at c.

In Figs. 7 and S the reach E, connecting the base frames, is omitted,and thetop frames, D, hereinafter to be described, are connected by 8 5crossed or intersecting bars D situated in the same vertical plane asthe lower bars, D.

It will be observed that the connection by means of the cross-bars Dpermits the axles A to be turned at any desired angle to each other, 0while the reach E, while permitting such turning of the axles, affords atensile connection between the two base'frames G, which affords muchgreater strength and endures less strain than would be possible ifreliance were had 5 alone on the crossbarsl) for connecting the twobase-frames during the drawing or forward motion of the truck.

Referring more particularly to Figs. 1, 2, and 3 upon the top of each ofthe boxes A-that IOO is to say, above the adjacent axleis a fixed andinverted leaf-spring, B, in a position parallel with the length of thetruck. The two springs 13 are connected at their front ends and also attheir rear ends by otherleaf-springs, G, the connection between the endsof the springs being by means of shackles d or other suitable devices.

The springs B C constitute what I term .platform springs, which arevirtually supported upon the baseframes C below, each of the base frameshaving a platform-spring, B O, as aforesaid. Upon each of theplatformsprings, and, of course, above the adjacent base-frame O, isplaced ahorizontal top frame, D, which may be most conveniently securedby means of bolts or clips to to the central and upwardlyprojectingportions of the front and back springs G of the base-frames 0 below. Atthe center of the forward top frame, B, is a king-bolt, E, andconcentric with the said king-bolt is a fifth-wheel, F. The king-boltEis provided upon the block G, which is made in two halves, m a, each ofwhich is provided with end flanges, as shown in Fig. 9, by which theyare notched and bolted together and arranged to embrace in the openingbetween the said pieces m a the bars f of the forward top frame, D, sothat the block G and the frame D may be allowed a sliding movement withrelation to each other, said movement being transversely to the axle,which movement is limited by cleats 0, secured to the said bars f Thesaid block Gworks with its upper surface in contact with the lowersurface of another block, G, secured to the under side of the carbodybetween the timbers w, the said piece G being provided with a socket, Eto receive the upper part of the king-bolt, as shown in Figs. 6, 9, and10. Fixed upon the rearmost of the top frames, D, is a curved guide orsegment, H, and to the under side of the carbody is secured, ashereinafter described, the curved bar K, fitted into the guidesegment H.The segmentH is not concentric with the king bolt, butis curved from acenter situated somewhere in front of the front axle, and which isformed in the manner described in my patent of No vember'12, 1872.

\Vhen, now, the truck is passing upon a curve sufficiently sharp tocause the rearrnost top frame, D, to slide so far from the center lineas to make the truck bind between the segment H and the king-bolt E, (ifthe latter were immovable,) this difference will be made up for and theobjection overcome by the afore said slight sliding movement between theking bolt block and the barf I is an annular plate, which is fixed tothe under side of the body of the car, as repre sented in Fig. 6, andwhich may be termed the upper half of the fifth -wheel.

In order to accommodate the placing of the segment II and bar K in anydesired plane between the top frame, D, and the ear-body NV, and to makespace between the bar K and the car-bod y for placing the brake-rods orfor other purpose, the said bar K is secured to the carbody by angularor V-shaped brackets g, as shown in Figs. 1 and 8, the said bracketshaving at the point of the V a lug or flange, 9 which is fastened to theupper surface of the bar K and at the upper ends of the V flanges gfastened to the under side of the car-body WV. NVhen the car body is putin its place, the king-bolt E is fitted into the aforesaid socket E" ofthe block G at the center of the annular plate I, and the bar K restsupon the sector H, being fitted more or less loosely between theupward]y-projecting flanges I) at the front and back of said sector.

When the car rounds a curve in the track, the axles and consequently thebackward and forward portions of the trucks adjust themselvesautomatically in positions radial to the curve, and the car-body swingsaround the aXis of the king-bolt E, and is permitted so to do by itsmovement laterally upon the sector H, the arrangement of thefifth-wheel, sector, &c., giving a broad and steady bearing of thecarbody upon its support, which prevents undue jar and strain on theparts. Interposed between each end of each of the top plates, D, and theadjacent central upper side of the inverted spring B is a spiral spring,L, which rests upon a cylindrical supportingbloek, h, the upper end ofwhich fits into a sleeve, 13, which projects downward from the adjacentend of the top frame, D, the sleeve being thereby enabled to retain thespring L in position. By using these springs L in connection with theplatfornrsprin gs to sustain the top frames, D, above the base-frame Ogreater sensitivencss, combined with power of resisting weight, issecured than would be possible if reliance were had upon one or theother of the springs alone.

It will be observed that each axle, with its baseframe 0, top frame, D,and attachment constitutes what may be termed a single truck, two singletrucks being used to constitute an entire truck, as the term would benaturally understood, inasmuch as the two single trucks, acting andoperating together as such, are preferred to be used as one of theordinary trucks on the end of a car-body; but if the car-body be shortone single truck only may be used at each end; or, when desired, morethan two of these single trucks may be joined to act in unison toconstitutea compound truck to be used in lieu of the ordinary truck.This multiplication, however, of single trucks to form a compound truckneed not be here specifically described. It will also be observed thatwhile allowing of the described oscillations of the truckaxles theear-body itself acts as a substitute for the rigid separate frame,whichin the ordinary four-wheel trucks holds the two axles al ways in aposition parallel with each other.

In order to allow of making the base-frame O comparatively light-,andyet give it strength enough to resist the twisting strain which willnaturally be acting during the oscillation of the axles at the points atwhich the bars D are pivoted to the said frames, I connect thoseopposite portions of the frame 0 inside of the wheels, which lietransversely to the axles, with strengtheningbars S, as shown in thedrawings.

I am aware of Patents Nos. l28,533, 193,439, and 249,370, and I do notclaim the constructions therein shown.

Having thus described my invention,I claim as new and desire to secureby Letters Patent 1. The direct combination of a car-body with twoindependent single trucks at each end thereof, the car-body restingdirectly upon all of the said trucks and being connected with each ofthem at points above their axles, all substantially as and for thepurpose herein set forth.

2. The combination, with a car body and with two independent singletrucks at each end thereof, the car-body resting directly upon andconnected with each of said trucks at points above their axles, of thecrossed bars D, pivoted at their ends to the said trucks, allsubstantially as and for the purpose herein set forth.

3. The combination, with a carbody and with two independent singletrucks at each end thereof, the car-body resting directly upon andconnected with each of said trucks at points above their axles, of thecrossed bars D and the reach E, the said bars and reach being pivoted attheir endsto the said trucks, substantially as specified.

4. The combination of the platform-springs B G with a top frame, D,base'frame G, axleboxes A, and axles A, all substantially as and for thepurpose herein set forth.

5. The combination, with a car-truck axle, A, base'frame O, and topframe, D, of the side springs, B, the erosssprings 0, connected by clipsor bolts to the said top frame. and the shackles (1, connecting the endsof said springs 13 O, substantially as shown and described.

6.. In combination with the top frame, D, side springs, B, cross springsG, and axle A, the springs L, interposed centrally upon the sidesprings, 13, between the latter and the superjacent end portions of thetop frame, D, in position to support the said end portions upon the endsof the axle A, substantially as and for the purpose set forth.

7. The'combiuation, with the car-body and with two independent singletrucks at each end thereof, of a fifth-wheel, F, arranged centrallyabove the axle of each of the extreme forward and the extreme rearwardtrucks, and the car-body resting upon the said fifth-wheels and having asuitable bearing upon each of the other two single trucks, substantiallyas and for the purpose set forth.

8. The combination of two single trucks connected by cross-bars D, eachtruck consisting of a wheeled axle, a baseframe, Q, platform springs BO, and a top frame, D, one of the said trucks having directly above itsaxle a fifth-wheel, F, and a king-bolt, E, and the other truck beingprovided with a segmental guide, H, with a car-body resting d1 rectlyupon the said trucks and having upon lts under side a slide-bar, K,fitting the said segment H, and having also near its end an annularplate, I, and a socket, E, fitting the said fifth -wheel F and king-boltE, respectively, substantially as shown and described.

9. The combination, with the car-body W and the top frames, D,independent of the carbody, and thejournal-boxes A, of the springs L,the sleeves t, inclosing the said springs, the spring supports h,fitting in the said sleeves, the boxes A, and top frames, D, the saidsprings L, sleeves i, and supports it being placed betweenthejournal-boxes and the end portions of the top frames, D, in positionto support the said end portions upon the ends of the axle, allsubstantially as and for the purpose herein set forth.

10. The bar S, in combination with the baseframe 0, having axle-boxes A,and the crossed connecting-bars D, substantially as and for the purposeset forth.

11. The combination of the car-body \V, provided with the curved bar Kand with means for retaining the king-bolt E in a fixed position, withthe two single trucks, the rearmost being provided with the guidesegmentH, eccentric with the king-bolt, and the foremost having a slidingblock, G, pivoted upon the king-bolt and reciprocally movable transversely to the truck-axle, substantially as and for the purpose setforth.

12. In a car connected by a segmental guide with the subjacent truck,the combination, with the body NV and the curved bar K, or itssubstantial equivalent, of intermediate fastening devices, 9, affordinga free space above the said bar between the same and carbody forreceiving the brake-rods, substantially as and for the purpose setforth.

In testimony that I claim the foregoing as my invention I have signed myname, in presence of two witnesses, this 16th day of June, 1885.

W'ALTER YOUMANS.

\Vitnesses:

A. W. A LMovIsT, GUNVALD Ans.

